Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
  • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
  • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
  • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
  • B60T8/3675—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units
  • B60T8/368—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units combined with other mechanical components, e.g. pump units, master cylinders
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
  • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
  • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
  • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
  • B60T8/1706—Braking or traction control means specially adapted for particular types of vehicles for single-track vehicles, e.g. motorcycles
• • H—ELECTRICITY
  • H04—ELECTRIC COMMUNICATION TECHNIQUE
  • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
  • H04L12/00—Data switching networks
  • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
  • H04L12/40—Bus networks
• • H—ELECTRICITY
  • H04—ELECTRIC COMMUNICATION TECHNIQUE
  • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
  • H04L12/00—Data switching networks
  • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
  • H04L12/40—Bus networks
  • H04L2012/40208—Bus networks characterized by the use of a particular bus standard
  • H04L2012/40215—Controller Area Network CAN

Definitions

• the present disclosure relates to a hydraulic control unit that can save a space in which a device can be mounted in a saddle-ride type vehicle.
• a brake system for a saddle-ride type vehicle such as a motorcycle has a hydraulic control unit for controlling a braking force for braking the wheels of the saddle-ride type vehicle.
• the hydraulic control unit includes a base and a component that is incorporated in the base and controls a brake hydraulic pressure generated in the saddle-ride type vehicle (for example, a control valve). It has a mechanism.
• the hydraulic pressure control unit is provided with a control device that controls the operation of the components of the hydraulic pressure control mechanism, and the control device is accommodated in a case held by the base (for example, a patent See reference 1.)
• Patent Document 1 Japanese Patent Laid-Open No. 2 0 1 8-0 0 8 6 7 4
• various other control devices other than the control device of the hydraulic control unit are mounted on the conventional saddle-ride type vehicle.
• another control device there is a control device that controls the operation of a power generator (for example, an engine or the like) of a saddle-ride type vehicle.
• the control device is mounted in a position different from the hydraulic control unit in the saddle-ride type vehicle in a state of being accommodated in a case different from the case accommodating the control device of the hydraulic pressure control unit.
• the various control devices are separately mounted on the saddle-ride type vehicle. This is because the space used for mounting the control device among the spaces in which the device can be mounted in the saddle-ride type vehicle is increased. It has become.
• the present invention has been made against the background of the above-described problems, and provides a hydraulic control unit that can save a space in which a device can be mounted in a saddle-ride type vehicle.
• a hydraulic pressure control unit is a hydraulic pressure control unit of a brake system for a saddle-ride type vehicle, and includes a base body and a brake hydraulic pressure that is incorporated in the base body and is generated in the saddle-ride type vehicle.
• a hydraulic pressure control mechanism that includes: a control device that includes a brake control unit that controls the operation of the component; a case that is held by the base body in a state in which the brake control unit is accommodated; The control device includes a power control unit that controls an operation of a power generator of the saddle riding type vehicle, and the power control unit is housed in the case together with the brake control unit.
• the control device includes a brake control unit that controls the operation of a component for controlling the brake hydraulic pressure generated in the saddle-ride type vehicle, and the brake control unit includes: It is accommodated in a case held by the base. Furthermore, the control device includes a power control unit that controls the operation of the power generator of the saddle riding type vehicle, and the power control unit is housed in the case together with the brake control unit. Thereby, it is possible to prevent the control device that controls the operation of the component and the control device that controls the operation of the power generator from being separately mounted on the saddle-ride type vehicle. Therefore, it is possible to install a device in a saddle-ride type vehicle. ⁇ ⁇ 0 2019/215520 ⁇ (: 17132019/052938
• FIG. 1 is a schematic diagram showing a schematic configuration of a motorcycle on which a brake system according to an embodiment of the present invention is mounted.
• FIG. 2 is a schematic diagram showing a schematic configuration of a brake system according to an embodiment of the present invention.
• FIG. 3 is a perspective view of the hydraulic control unit according to the embodiment of the present invention as viewed from the case side.
• FIG. 4 is a perspective view of the hydraulic pressure control unit according to the embodiment of the present invention as viewed from the base side of the hydraulic pressure control mechanism.
• FIG. 5 is a perspective view of the control device according to the embodiment of the present invention as viewed from the base side of the hydraulic pressure control mechanism.
• the hydraulic control unit according to the present invention will be described below with reference to the drawings.
• the hydraulic control unit of the brake system for a two-wheeled motorcycle will be described.
• the hydraulic control unit according to the present invention is a saddle-type vehicle other than the two-wheeled motorcycle. It may be applied to a braking system (for example, a buggy or a three-wheeled motorcycle).
• the saddle riding type vehicle means a vehicle on which the driver rides.
• a case where there is one front wheel braking mechanism and one rear wheel braking mechanism is described, but at least one of the front wheel braking mechanism and the rear wheel braking mechanism may be plural.
• each brake mechanism the case where the main flow path, the sub flow path, and the supply flow path are provided in each brake mechanism is described. However, the supply flow path may be omitted from the flow path of each brake mechanism.
• the following describes the case where an engine is mounted as a power generator in a motorcycle, but a power generator other than the engine (for example, a motor) is mounted as a power generator for the motorcycle. Or a plurality of power generators may be installed.
• the configuration described below is an example, and the hydraulic pressure control unit according to the present invention is not limited to such a configuration.
• the hydraulic pressure control unit 5 is for controlling the braking force for braking the wheels of the saddle-ride type vehicle.
• the hydraulic pressure control unit 5 is provided in the brake system 10 of the motorcycle 100 as a saddle-ride type vehicle.
• FIG. 1 is a schematic diagram showing a schematic configuration of a motorcycle 100 on which a brake system 10 including a hydraulic pressure control unit 5 according to an embodiment of the present invention is mounted.
• FIG. 2 is a schematic diagram showing a schematic configuration of the brake system 10 according to the embodiment of the present invention.
• the brake system 10 is installed in a motorcycle 100.
• the motorcycle 100 has a copper body 1, a handle 2 that is pivotably held on the fuselage 1, a front wheel 3 that is pivotally held on the fuselage 1 together with a handle 2, and is rotatable on the fuselage 1.
• the engine 15 corresponds to an example of a power generator for a motorcycle 100, and the motorcycle 100 runs using the power output from the engine 15.
• the engine 15 includes one or more cylinders in which a combustion chamber is formed, a fuel injection valve that injects fuel toward the combustion chamber, and a spark plug.
• a fuel injection valve that injects fuel toward the combustion chamber
• a spark plug When fuel is injected from the fuel injection valve, an air-fuel mixture containing air and fuel is formed in the combustion chamber, and the air-fuel mixture is ignited by an ignition plug and burned.
• the piston provided in the cylinder reciprocates.
• a throttle valve is provided in the intake pipe of the engine 15, and the amount of intake air into the combustion chamber changes according to the throttle opening that is the opening of the throttle valve.
• the brake system 10 includes a first brake operation unit 1 1, a front wheel braking mechanism 1 2 that brakes the front wheel 3 in conjunction with at least the first brake operation unit 1 1, a second brake operation unit 1 3, At least a rear wheel braking mechanism 14 that brakes the rear wheel 4 in conjunction with the second brake operation unit 13 is provided.
• the brake system 10 includes a hydraulic pressure control unit 5, and a part of the front wheel braking mechanism 12 and a part of the rear wheel braking mechanism 14 are included in the hydraulic pressure control unit 5.
• the hydraulic pressure control unit 5 is a unit that has a function of controlling the braking force applied to the front wheel 3 by the front wheel braking mechanism 12 and the braking force applied to the rear wheel 4 by the rear wheel braking mechanism 14. is there.
• the first brake operation unit 11 is provided on the handle 2 and is operated by the driver's hand.
• the first brake operation unit 11 is, for example, a brake lever.
• the second brake operation unit 13 is provided at the lower part of the body 1 and is operated by the driver's feet.
• the second brake operation unit 13 is, for example, a brake pedal.
• Each of the front wheel braking mechanism 1 2 and the rear wheel braking mechanism 1 4 includes a master cylinder 2 1 incorporating a piston (not shown), a reservoir 2 2 attached to the master cylinder 2 1, and a fuselage 1
• the brake caliper 2 3 having a brake pad (not shown), the wheel cylinder 2 4 provided in the brake caliper 2 3, and the brake fluid from the master cylinder 2 1 Main flow path 2 5 flowing through 4, sub flow path 2 6 for releasing brake fluid of wheel cylinder 2 4, supply flow path 2 7 for supplying brake fluid of master cylinder 21 to sub flow path 26 Is provided.
• the main flow path 25 is provided with a intake valve (£) 3 1.
• the sub flow path 26 bypasses the wheel cylinder 24 side and the master cylinder 21 side of the main flow path 25 with respect to the intake valve 31.
• a relaxation valve (eight) 3 2 In the secondary flow path 26, a relaxation valve (eight) 3 2, an accumulator 3 3, and a pump 3 4 are provided in order from the upstream side.
• a first valve (11 3) 3 5 is provided between the end on the master cylinder 21 side of the main flow path 25 and the location where the downstream end of the sub flow path 26 is connected. It has been.
• the supply flow path 2 7 allows communication between the master cylinder 2 1 and the suction side of the pump 3 4 in the sub flow path 2 6.
• a second valve (HSV) 3 6 is provided in the supply flow path 27.
• the intake valve 31 is, for example, an electromagnetic valve that opens in a non-energized state and closes in an energized state.
• the release valve 3 2 is, for example, a solenoid valve that closes when not energized and opens when energized.
• the first valve 35 is, for example, an electromagnetic valve that opens in a non-energized state and closes in an energized state.
• the second valve 36 is, for example, an electromagnetic valve that closes in a non-energized state and opens in an energized state.
• the intake valve 3 1, the release valve 3 2, the accumulator 3 3, the pump 3 4, the first valve 3 5 and the second valve 3 6 control the brake fluid pressure generated in the motor cycle 1 0 0 Component for ⁇ ⁇ 02019/215520 ⁇ (: 17132019/052938
• hydraulic control unit 5 The operation of these components is controlled by the controller 52 of the hydraulic control unit 5.
• the control device 52 controls the operation of the above components in accordance with, for example, the running state of the motor cycle 100.
• the control valve 5 2 opens the intake valve 3 1, the release valve 3 2 is closed, the first valve 3 5 is opened, and the second valve 3 6 Is closed.
• the piston (not shown) of the master cylinder 21 is pushed into the front wheel braking mechanism 12 and the brake fluid pressure of the wheel cylinder 24 is pressed.
• the brake pad (not shown) of the brake caliper 2 3 is pressed against the rotor 3 3 of the front wheel 3 and braking force is applied to the front wheel 3.
• the piston (not shown) of the master cylinder 21 is pushed into the rear wheel braking mechanism 14 and the brake fluid pressure of the wheel cylinder 24 is reduced.
• the brake pad (not shown) of the brake caliper 2 3 is pressed against the rotor 4 8 of the rear wheel 4 and braking force is applied to the rear wheel 4.
• Operation is executed when, for example, a wheel (specifically, front wheel 3 or rear wheel 4) is locked or locked, and the braking force applied to the wheel is braked by the driver.
• This is an operation to decrease without depending on the operation of the section (specifically, the first brake operation section 11 or the second brake operation section 13).
• the control valve 52 closes the intake valve 3 1, opens the release valve 3 2, opens the first valve 3 5, and opens the second valve 3 6. Closed.
• the pump 34 is driven by the control device 52, the hydraulic pressure of the brake fluid in the wheel cylinder 24 decreases, and the braking force applied to the wheel decreases.
• the automatic braking operation is executed, for example, when it becomes necessary to stabilize the posture of the motorcycle 100 during turning of the motorcycle 100, and the wheel (specifically, the front wheel 3 or the rear wheel). 4) This is an operation that generates the braking force applied to the vehicle regardless of the operation of the brake operation unit (specifically, the first brake operation unit 11 or the second brake operation unit 13) by the driver.
• the control valve 52 opens the intake valve 31, closes the release valve 3 2, closes the first valve 3 5, and closes the second valve 3 6 Is released.
• the pump 34 is driven by the control device 52, the hydraulic pressure of the brake fluid in the wheel cylinder 24 increases and a braking force for braking the wheel is generated.
• FIG. 3 is a perspective view of the hydraulic pressure control unit 5 according to the embodiment of the present invention as viewed from the case 53 side.
• FIG. 4 is a perspective view of the hydraulic pressure control unit 5 according to the embodiment of the present invention as viewed from the substrate 51 & side of the hydraulic pressure control mechanism 51.
• FIG. 5 is a perspective view of the control device 52 according to the embodiment of the present invention as viewed from the base 5 13 side of the hydraulic pressure control mechanism 51.
• the hydraulic pressure control unit 5 includes a base body 5 13 and a component for controlling the brake hydraulic pressure that is incorporated in the base body 5 13 and generated in the motorcycle 100. Includes a hydraulic pressure control mechanism 51, a control device 52 for controlling the operation of the component, and a case 53 held by the base 51 &.
• the base body 51 & has, for example, a substantially rectangular parallelepiped shape and is made of a metal material.
• the path 2 7 is formed, the intake valve 3 1, the release valve 3 2, the accumulator 3 3, the pump 3 4, the 1st valve 3 5 and the 2nd valve 3 6 are brakes generated in the motorcycle 1 0 0 Built in as a component to control fluid pressure.
• a plurality of ports 61 that communicate with the respective flow paths are formed on the outer surface of the base body 5, and brake fluid connected to the master cylinder 21 or the wheel cylinder 24 is connected to each port 61.
• a tube is attached.
• the substrate 5 may be formed of one member or may be formed of a plurality of members.
• each component may be provided separately in different members.
• the control device 5 2 includes a brake control unit 5 2 3 that controls the operation of components incorporated in the base body 5 1 3. Further, the control device 52 includes a power control unit 5 2 13 for controlling the operation of the power generator (specifically, the engine 15) of the motorcycle 100.
• a part or all of the brake control unit 5 28 is composed of, for example, a microcomputer and a microprocessor unit. Further, a part or all of the brake control unit 52 & may be composed of, for example, an updatable device such as firmware, or may be a program module or the like executed by a command from 0 or the like.
• the brake controller 5 2 & controls the braking force applied to the front wheel 3 by the front wheel braking mechanism 1 2 and the rear wheel braking by controlling the operation of the components incorporated in the base body 5 1 &.
• the braking force applied to the rear wheel 4 by the mechanism 14 can be controlled.
• the brake control unit 5 2 3 causes the above components to execute each operation such as the 3 operation or the automatic braking operation as described above according to the traveling state of the motorcycle 100.
• a part or all of the power control unit 5 2 13 is composed of, for example, a microcomputer, a microprocessor unit, and the like.
• a part or all of the power control unit 5 2 13 may be configured by, for example, firmware or the like that can be updated, such as a program module that is executed by a command from May be.
• the power controller 5 2 13 controls the throttle opening, ignition timing, fuel injection amount, and the like by controlling the operation of each device of the engine 15. Thereby, the power output by the engine 15 can be controlled.
• the power control unit 5 2 13 and the brake control unit 5 2 3 are communicable with each other, and execute each control based on information obtained by communication.
• the power control unit 5 2 13 and the brake control unit 5 2 3 preferably execute each control in cooperation with each other from the viewpoint of more appropriately executing each control of power control and braking force control.
• the power control unit 5 2 13 when the brake control unit 5 2 3 causes the components incorporated in the base body 5 1 3 to execute the automatic braking operation for stabilizing the posture of the motorcycle 100 described above, the power control unit 5 2 13
• the power output from the engine 15 may be controlled so that the attitude of the motorcycle 100 is stabilized without the accelerator operation by the driver.
• the power control unit 5 2 13 controls the power based on the influence of the braking force control by the brake control unit 5 2 3 on the attitude of the motor cycle 100, while the brake control It is preferable that unit 5 2 3 controls the braking force based on the influence of the power control by power control unit 5 2 13 on the attitude of motorcycle 100.
• Such cooperative control is realized by, for example, sharing one microcomputer in the power control unit 5 2 b and the brake control unit 5 2 3.
• serial communication is performed by serial communication between the power control unit 5 2 b and the brake control unit 5 2 3 from the viewpoint of speeding up communication between the control units.
• serial communication is more preferably £ I communication.
• the power control unit 5 2 13 and the brake control unit 5 2 3 are, for example, as shown in FIGS. 3 to 5 from the viewpoint of more effectively saving the space in which the device can be mounted in the motorcycle 100. It is preferable to be mounted on the same substrate 63.
• the power control unit 5 2 13 and the brake control unit 5 2 3 may be mounted on different boards, and in this case, each board is connected to be communicable by, for example, a flexible cable.
• the case 53 is held by the base body 51 and in a state in which the brake control unit 52 and is accommodated. Further, a power control unit 5 2 13 is housed in the case 53 together with the brake control unit 5 2 3.
• the case 53 has a hollow, substantially square tube shape having an opening on one end side, and is formed of a resin.
• the case 5 3 is held by the base body 51 3 in a state where the opening of the case 53 is closed by the base body 51 &.
• the case 53 may be held directly on the base body 51 3 or may be held indirectly via another member.
• a substrate 63 of the control device 52 is accommodated.
• the power control unit 5 2 13 and the brake control unit 5 2 3 are mounted on the substrate 6 3. Therefore, the power control unit 5 2 13 and the brake control unit 5 2 3 are both housed in the case 5 3.
• the heat dissipation of the power control unit 5213 is enhanced compared to the heat dissipation of the brake control unit 52 and in the case 53. It is preferable. For example, by forming a heat dissipation fin in the vicinity of the power control part 5 2 13 in the case 53, the heat dissipation of the power control part 5 2 13 is enhanced compared to the heat dissipation of the brake control part 5 2 3 Is realized.
• the hydraulic control unit 5 includes a connector portion 7 to which cables connected to a plurality of external devices that are external devices of the hydraulic pressure control unit 5 are attached. Prepare for them.
• the connector unit 7 includes a plurality of pins 62 connected to each of the plurality of external devices via the cable.
• the connector part 7 includes a cylindrical part 5 3 3 provided on the outer surface of the case 53 and extending outside the case 53, and the plurality of pins 6 2 includes the cylindrical part 5 3 3 It is located inside and extends along the extending direction of the cylindrical portion 5 3 3. Further, one end portions of the plurality of pins 6 2 are connected to the substrate 6 3 of the control device 52, and the power control unit 5 2 13 and the brake control unit 5 2 3 are connected to each other through the respective pins 6 2. Communication with the external device corresponding to pin 6 2 is possible. Accordingly, the power control unit 5 2 13 and the brake control unit 5 2 3 can use various types of information obtained by communication with an external device for each control.
• a part of the plurality of pins 6 2 includes the power control unit 5 2 13 and the brake control. It is preferable to be shared by the parts 5 2 3.
• some pins 6 2 shared by the power control unit 5 2 13 and the brake control unit 5 2 3 include a pin connected to a power supply, a pin for inputting an switch signal, and a brake light. It includes at least one of the pins to which the switch signal is input, the pin to be connected to the ground, the pin to transfer CAN communication data, and the pin to which the sensor detection signal is input.
• the ignition switch signal is specifically a signal indicating the switching state of an ignition switch such as an accessory or an ignition on.
• the brake light switch signal is specifically a signal indicating whether or not the brake lever is being gripped by the driver.
• the sensor includes, for example, a sensor that detects the rotational speed of the wheel, an inertial measurement device, or the like.
• the inertial measurement device is a sensor that includes a three-axis gyro sensor and a three-direction acceleration sensor, and detects angular velocity and angular acceleration of a roll angle, a pitch angle, and a yaw angle.
• the control device 52 includes a brake controller 5 2 3 for controlling the operation of components for controlling the brake hydraulic pressure generated in the motorcycle 100 as a saddle-ride type vehicle.
• the brake control section 5 2 3 is accommodated in a case 5 3 held by the base body 5 1 3 .
• the control device 5 2 includes a power control unit 5 2 1 3 that controls the operation of the engine 15 as a power generator for the motorcycle 100, and the power control unit 5 2 1 3 includes a case 5 3 is housed together with a brake control unit 5 2 3 .
• the control device that controls the operation of the above components and the control device that controls the operation of the engine 15 are separately mounted in the motorcycle 100. Since it can be suppressed, the total number of cables connecting the respective devices in the motorcycle 100 can be reduced.
• the hydraulic control unit 5, the power control unit 5 2 b and the brake control unit 5 2 3 executes the control in cooperation with each other.
• the power control unit 5 2 1 3 can control the power based on the influence of the braking force control by the brake control unit 5 2 3 on the motorcycle 100.
• the brake control unit 5 2 & can control the braking force based on the influence of the power control by the power control unit 5 2 1 3 on the motorcycle 100. Therefore, each control of power control and braking force control can be executed more appropriately.
• the hydraulic control unit 5, the power control unit 5 2 b and the brake control unit 5 2 3 is mounted on the same substrate 6 3.
• the power control unit 5 2 1 3 and the brake control unit 5 2 3 are mounted on different boards, it is necessary to perform communication between the control parts via cables connecting the boards.
• the power control unit 5 2 1 3 and the brake control unit 5 2 & are mounted on the same board 6 3, communication between the control units can be performed without using such a cable. Therefore, the space in which the apparatus can be mounted in the motorcycle 100 can be more effectively saved. Furthermore, it is possible to reduce noise in communication between the control units.
• the hydraulic pressure control unit 5 communication is performed between the power control unit 5 2 1 3 and the brake control unit 5 2 3 by serial communication.
• the power control unit 5 2 b There is a need to communicate with the brake control unit 5 2 3 through 0-8 communication.
• the power control unit 5 2 b and the brake control unit 5 2 & are installed in the control device 52 of the hydraulic control unit 5 and both are housed in the case 53 of the hydraulic control unit 5.
• the communication path between the power control unit 5 2 b and the brake control unit 5 2 3 can be shortened, so that it is difficult to generate noise in communication between the control units. Therefore, communication can be performed by serial communication between the power control unit 5 2 b and the brake control unit 5 2 3. Therefore, the communication between the control units can be speeded up.
• the serial communication is 31 communication.
• communication between the control units can be speeded up more effectively.
• the heat dissipation of the power control unit 5 2 b is enhanced in the case 5 3 compared to the heat dissipation of the brake control unit 5 2 3.
• the frequency at which the calculation is performed by the power control unit 5 2 13 tends to be higher than the frequency at which the calculation is performed by the brake control unit 5 2 &.
• the heat generation amount in the power control unit 5 2 13 tends to be larger than the heat generation amount in the brake control unit 5 2 3.
• the power control unit 5 2 13 and its surroundings are It can suppress that part of becomes too high temperature. Therefore, heat can be appropriately radiated from the control device 52.
• some of the pins 6 2 of the plurality of pins 6 2 of the connector unit 7 to which cables connected to a plurality of external devices are attached are connected to the power control unit 5 2. 13 and brake control unit 5 2 & shared.
• the total number of pins 62 provided in the connector portion 7 can be reduced. Therefore, the number of parts of the hydraulic pressure control unit 5 can be reduced, and the hydraulic pressure control unit 5 can be downsized. Therefore, the space in which the apparatus can be mounted in the motorcycle 100 can be more effectively saved.
• some pins 6 2 shared by the power control unit 5 2 b and the brake control unit 5 2 3 include a pin connected to a power source and an idance switch. Includes at least one of the following pins: signal input pin, brake light switch signal input pin, ground connection pin, CAN communication data transfer pin, and sensor detection signal input pin It is. As a result, the total number of pins 62 provided in the connector portion 7 can be appropriately reduced.

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• Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
• Mechanical Engineering (AREA)
• Electromagnetism (AREA)
• Transportation (AREA)
• Fluid Mechanics (AREA)
• Computer Networks & Wireless Communication (AREA)
• Signal Processing (AREA)
• Regulating Braking Force (AREA)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

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• 2018
  • 2018-05-07 JP JP2018089362A patent/JP2019196029A/ja active Pending
• 2019
  • 2019-04-10 WO PCT/IB2019/052938 patent/WO2019215520A1/ja unknown
  • 2019-04-10 EP EP19726735.4A patent/EP3792122B1/en active Active
  • 2019-04-10 CN CN201980045588.3A patent/CN112384421A/zh active Pending
  • 2019-04-10 BR BR112020022623-8A patent/BR112020022623A2/pt unknown
  • 2019-04-10 US US17/053,907 patent/US11713029B2/en active Active
  • 2019-04-10 JP JP2020517621A patent/JP7142684B2/ja active Active
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